Fuel economizer



Nov, 14, 1944. JANzlcH 2,362,558

FUEL- ECONOMIZER Filed Feb. 25, 1945 I den/v4 0 76 6 wufll'ab "I. I i 3v I Patented Nov. 14, 1944 UNITED STATES I PATENT" OFFICE FUELECONOMIZER Eduardo Janzich, Montevideo, Uruguay Apphoation February 25,1943, Serial No. 477,120,

, 3 Claims. (Cl. 123-119) This invention relates to an improvement infuel economizers for internal combustion engines and is intended tosupplement fuel supplied through the carburetor by introducing gasesfrom the crank case as well as from the top of the carburetor into theair stream of the throttle controlled air duct leading to the intakemanifold of the engine.

.One of the objects of the invention is to provide a device in thenature of an accessory which is entirely automatically controlled inaccordresides in the provision of a primary aspirating the flexiblediaphra m H re clamped between nozzle disposed in the air intake conduitand having its open end located down stream of the throttle valve, whilesaid throttle valve .is co..- ordinated with a control nozzle in such .away that the movement of the said valve, to admit i 5 more or less airinto the air inlet duct, opens and closes the control nozzle thereby tocause the vacuum created in the air duct to operate a vacuum responsivediaphragm actuated valve. This diaphragm actuated valve simultaneouslyand synchronously controls the admission of gases into the air streamfrom the carburetor as Well as the gases from the crank case resultingfrom leaky piston rings and partial distillation of crank caselubricants;

With the above and other objects in view, which will more readily appearas the nature of the invention is better understood, the same consist inthe novel construction, combination and arsaid aspi atin no zle 4. is lca d d w tream f he throt e valve. B which is mounted in the entrancesection I; of the air intake duct A. Said nozzle 4 is. pr vid d wi h ane tens which connects with, the passage 1 in the casing of a va uum cntrolled valve devi de n d se allv as Also, the sa d pas ag 7 has its mnerend openi within the seat 8 of the as ng of. aid valv d c an isopened nd os by a gas control valve 9 which is normally biased to tsseat by a p i Who for e is utomatically counteracted by a diaphragm.

,That is t say, th v lve 9 is provid with a stem l0 whose upper end isconnected with a diaphragm H by means of a suitable nut and washerarrangement Ma. The outer edges of the upper and'lower threaded sectionsof the easins of the valv de ce Cth e y form a gas tight vacuum chamberD at the upper side of the diaphragm. The upper end of the stem 10, thatis, he p r ion having the nut and washer as? sembly Ila, is engaged by aspring l2 which normally presses the flexible diaphragm II to the dottedline position shown and also maintains the valve 9. against the seat 8to block or close 'entrance to the passage 1. The spring 12 ishoused orguided within a suitable nipple I3 fitted to the upper section of thevalve casing as will be readily apparent from the drawing. It will alsobe seen that the nipple I3 is in turn I connected by a tube l4 with acontrol nozzle I5 rangement of parts, hereinafter more fully described,illustrated and claimed.

In the drawing:

The figure is a ,vertical sectional view of the apparatus constitutingthe present invention and illustrating its combination with the airintake duct of the engine.

Referring to the drawing, it will be observed that the air intake duct,designated generally as A and leading to the intake manifold of theengine, includes the flanged sections l and 2 having arrangedtherebetween a ring 3 which carries therewith a primary aspiratingnozzle 4. This nozzle has its mouth or discharge end 5 opening in thedirection of air flow in the conduit and is curved or rounded at itsback or rear portion so that the'velocity of incoming air induces avacuum in the nozzle which causes it to aspirate gases as will presentlyappear.

As will be apparent from the drawing, the

located in the section I of the duct A and adjacent the zone ofoperation of the throttle valve B.

The outlet end, of. the nozzle [5 is, like the nozzle 4, also curved sothat the mouth of the nozzle is disposed in the direction of air flow inthe duct A, and said mouth is controlled directly by one wing of thethrottle valve B. When the throttle is closed the mouth of the nozzle I5is likewise closed. On the other hand, when the throttle is moved towardopening position, the nozzle mouth is unmvered and the vacuum induced inthe duct AZ by the operation of the engine, is transmitted through thetube I4 to the vacuumchamber D of the valve device C. When this occursthe diaphragm is moved tothe full line position shown in the drawingagainst the force of the spring l2 and the valve 9 is unseated.

When the valve 9 is moved from its seat 8 by vacuum conditions in theair intake duct A, the passage 1 and consequently the nozzle 4 areplaced in communication with the T-fitting la at the lower end of thevalve casing. This fitting manifested in the pipe 6 and passage I, as aresult of the nozzle 4 having its open end dis posed in the air streamof the duct A.

The operation of the device is as follows:

When the engine is initially turned over by the starter, the throttle Bis in obstructing relation to the passage of air in the duct A and thecontrol nozzle I5 is closed by one wing of the throttle. The vacuum thusinitially created in the air duct builds up, and, when the throttle B ismoved to uncover the open end of the nozzle l5, as when the motor startsand attains running speed, the velocity of air rushing through the ductA and passing over the nozzle l5 will induce a vacuum in tube I4 andalso in the chamber D above the diaphragm ll. Thus the diaphragm willmove upwardly against the force of the spring I2 and lift the valve 9from its seat.

When this occurs, it will be apparent that the mouth 5 of the aspiratingnozzle 4, being also buretor, and will also scavenge the crank case soas to evacuate the gases therefrom into the air stream, thereforecausing the motor to utilize all available gaseous fuel with consequenteconomy in operation.

I claim:

l. A fuel economizer for internal combustion engines, including, incombination, an air duct leading to the intake manifold of the engine, aprimary aspirating nozzle in the air duct, and

means for controlling communication of said I ing nozzle and in pipedrelation to the said chamber, and a throttle valve in the air ductforcontrolling the passage of air therein, said throttle valve beingarranged so as to open and close the mouth of the control nozzle therebyto permit vacuum in the air duct to operate said diaphragm and cause thegas control valve to open and also permit vacuum in the air duct toaspirate gases through said primary aspirating nozzle into the airstream of said duct.

2. A fuel economizer for internal combustion engines, including, incombination, a sectional air duct leading to the intake manifold of theengine, a ring arranged between the sections of said duct, an aspiratingnozzle carried by said ring and having its discharge end projecting intothe passage of theduct with its mouth facing down stream, a vacuumresponsive diaphragm controlled valve device including a valve and avalve seat, means forming a passageway communicating with saidaspirating nozzle and the valve seat, a T-fitting also communicatingwith said valve seat and having a tube connected therewith leading tothe crank case of the motor and also having therein a secondaryaspirating nozzle connected by a tube with the engine carburetor, acontrol nozzle in the air duct upstream of the primary aspirating nozzleand communicating with the vacuum responsive diaphragm controlled valvedevice, and a throttle valve in the air duct and arranged with respectto the control nozzle to open and close the same.

3. A fuel economizer for internal combustion engines, including, incombination, an air duct leading to the intake manifold of the engine,tubes respectively connecting with the top of the crank case and the topof the carburetor and leading to a common valve seat, a spring seatedand diaphragm unseated gas valve for said seat, a primary aspiratingnozzle opening into the air duct and having communication with saidtubes when the valve is unseated, and means for controlling said gasvalve, said means comprising a control nozzle in the air duct up-streamof the primary aspirating nozzle and in piped communication with avacuum chamber at one side of said diaphragm, and a throttle valve inthe air duct for controlling the passage of air therethrough and alsocovering and uncovering the control nozzle thereby to synchronize theopening and closing of the gas valve and the functioning of the primaryaspirating nozzle with the speed and load demands of the engine.

EDUARDO JANZICH,

